Governor for internal-combustion engines



Get. 7, 1930. E. KASPAR 1,777,370

GOVERNOR FOR INTERNAL COMBUSTION ENGINES Filed Jan. 12, 1929 2Shoots-Shoot 1 Inventor Attomgy Oct. 7, 1930, KAsPAR 1,777,370

GQVERNOR FOR INTERNAL COMBUSTION ENGINES Filed Jan 12. 1929 BShank-Sheet 2 Zmz'Z Kaspar;

} Attarmy Patented Get. 7, 193% T A T S PATENT FFECLE EMIL KASPAR, FCLAY CENTER, KANSAS Application filed January 12, 1929.

The present invention relates to improvements in attachments forautomobile motors transformed into stationary engines and has referencemore particularly to a governor for association with such automobilemotors when transformed into a stationary engine, and used as such todrive corn shellers, wood saws, feed grinders and other machinery. Theone great difficulty the users of these types of motors have experiencedwhen transformed into and used as stationary engines is that nothing isprovided to stabilize the power of the motor so as to make its pullconstant and uniform. In the case of a corn sheller, it is practicallyimpossible to keep the volume of corn going into the sheller constantlyuniform. Consequently in order to have sufficient power when the load isheavy, it is necessary to set the feed of the gasoline so that it willmeet the requirements of the heavy load, and when the load becomeslighter, the engine has a surplus power and runs wild. This isunsatisfactory as it creates an uneven operation of the machincry,resulting in heavy wear and tear and loss of motion, and also the use ofa greater amount of fuel than would be necessary if the fuel consumptioncould be properly regulated.

It is therefore one of the principal aims of the present invention toprovide a go ernor that will automatically control the supply of thefuel to the engine so the engine may be regulated in direct ratio to theweight the load being placed upon the engine so that the motion of themachinery is kept constant and uniform.

Another important object is to provide a governor of the above mentionedcharacter that can be readily and easily installed with outnecessitating any material alterations. the same being further simple inconstruction, inexpensive, strong and durable and further well adaptedto the purpose for which it is designed.

Other objects and advantages of the inven tion will become apparent fromthe following description when taken in connection I with theaccompanying drawings. 59 In the accompanying drawings wherein SerialNo. 331,984.

like reference characters indicate corresponding parts throughout thesame:

Figure l is a top plan view of the governor embodying my inventionshowing the manner in which the same is operatively con-' nected withthe fan shaft of a motor, tli latter being shown fragmentarily.

Figure 2 is a sectional view taken approximately on the line 2-2 ofFigure l. V

Figure 3 is a vertical section taken on the line 33 of Figure'l, and tFigure 4 is a vertical section taken on the line 44 of Figure 2, and

Figure 5 is a detail of the fly ball carrying bell crank lever mounting.

In the drawing wherein for the purpose of illustration is shown thepreferred embodiment of my invention, the numeral 1 designates a portionof an automobile internal combustion engine of the conventionalconstruction that is used as a stationary engine for running variouskinds of machinery such as corn sheller, wood sawing machines, feedgrinders and the like. he fan shaft that extends from the forward end of'the engine is indicated at 2, the fan being designated by the referencecharacter 3, while the pulley for driving the fan shaft is shown at 4:.In attaching my improved governor, an additional pulley 5 is secured onthe fan shaft 2 for rotation therewith, and this pulley is arranged inalinement with a pulley 6 that is formed on one end of ahub 7 that ismounted for rotation on a hollow shaft 8. This shaft is secured acrossthe upper ends of the arms of a substantially tl-shaped bracket 9 thatis adapted to be anchored at its base on any suitable support adjacentthe motor 1. A belt 10 is trained over the alined pulleys 5 and 6clearly indicated in Figure 1 for driving the hub 7. Suitable greasecups 11 have connection with the respective ends of the hollow shaft 8for lubricating the various parts arranged on said shaft as suggested inFigure 2.

Carried by the inner end portion of the hub 7 is the circular ring 12from which 9X- tends at diametrically opposite points the arms 13 thatcarry at their respective ends Elm the laterally disposed spaced ears Mas clearly indicated in Figure 5.

A bell crank lever is pivotally secured at its bend between each pair ofspaced ears 14 as at 16 and the radially disposed arms 17 of the bellcrank levers terminate at opposite sides of the shaft 8 for a purpose tobe presently described. Fly balls 18 are carried by the outer ends ofthe other arms of the bell crank levers.

A lateral extension 19 is formed on one of the arms of the bracket 9 andthe outer end of this extension is disposed inwardly as at 20. Ahorizontally disposed lever 21 is pivoted adjacent its inner end on thisportion 20 as at 22, the inner end of the lever 21 being provided withav yoke 23 that extends around the adjacent portion of the shaft 8 for apurpose also to be presently described. The outer end of this lever 21operatively connected to the throttle rod 2i which, by means ofcombination with a throttle lever on the carburetor, regulates theamount of fuel drawn by the engine from the carburetor into the engine.

An angular arm 25 extends from the bracket 9 and athreaded rod 26extends transversely through the outer end portion of this angular arm.One end of the threaded rod is operatively connected with theintermediate portion of the lever 2i by means of the spring 27 and athumb nut 28 is threaded on this rod for regulating the tension of thespring 27 in the manner readily obvious from the construction disclosedin Figure 1.

Arranged for slidable moven'ient on the intermediate portion of theshaft 8, and disposed between the radial arms 17 and the yoke 23 is thesleeve 29. The ends of this sleeve are formed with annular flanges.

In the operation of my improved governor, when the pulley (i rotates,the revolving of the hub member 7 will cause the balls 18 to moveoutwardly under centrifugal force, whereby to actuate the bell cranklevers l5 and the inner ends of the radially disposed arms 17 willcooperate with the adjacent ends of the slidable sleeve 29 to move thesame on the shaft 8 toward the left and as the yoke 23 is inengagcn'lcnt with the end of the sleeve 29, the lever 21 will be causedto be swung on its pivot 2'2, thus actuating the throttle rod 24, and inthis manner the flow of the fuel into the engine will be regulated. Theamount of gasoline that is consumed and the power generated is in directratio to the weight of the load pulley, and the motion of the machineryis thereby kept constant and uniform.

It will thus be seen from the foregoing desoription that I have provideda governor that will at all times be positive and eflicient andautomatic in its operation. and due to its simplicity, the same can bereadily and easily installed without necessitating any alterations.

\Vhile I have shown the preferred embodiment of my invention it is to beunderstood that minor changes in the size, shape and arrangement ofparts may be resorted to without departing from the spirit of theinvention and the scope of the appended claims.

Having thus described the invention, what I claim as new and desire tosecure by Letters Patent is:

1. An engine control unit comprising a U- shaped supporting bracket, onearm of which is provided with a. pair of spaced angular extensionsdisposed laterally of one side of the brackets, a stationary shaftsupported its ends by the arms of the brackets, a horizontally disposedlover pivoted on one of the said angular extensions of the bracket andone end thereof disposed crosswise of the said stationary shai't, saidlever being adapted to have ifs outer end operatively connected to thethrottle ot the engine, a tensionabie connection between the said leverand the other angular extension of the bracket, a driven element on thesaid shaft and presenting a driving pulley and a plurality ofcentrifugally operated pivoted bell cranks operatively connected forsimultaneous operation, said pulley being adapted to have operativedriving connection with the said engine, and a sleeve slidably mountedon the said shaft and engaged at one end by the said lever and at itsother end by the said bell cranks.

2. An engine control unit comprising a U- shaped supporting bracketcomprising a pair of vertical spaced parallel leg members, and ahorizontally disposed cross member connecting the legs at one end of thelegs, a stationary shaft supported at its end by the legs of thebracket, an angular bracket extending laterally from one of said legs, asec ond angular bracket extending from the first mentioned angularbracket, a horizontally disposed lever pivoted on one of said. angularbrackets, said lever having one end thereof disposed crosswise of saidstationary shaft, said lever being adapted to have its other endoperatively connected to the throttle of the engine, anadjustabletensionablc connection between said lever andthe other of saidangular brackets. a driven element on said shaft and presenting adriving pulley and aplurality of centrifugally operated pivoted bellcranks operatively connected for simultaneous operation, said pulleybeing adapted to have operative driving connection with the said engine,and a sleeve .slidably mounted on said shaft engaged atone end by saidlever, and at its other end by said bell. cranks.

In testimony whereof I aflia my signature.

EMIL KASPAR.

